Railway car body structure



Jan. 29, 1957 J. c. TRAVILLA RAILWAY CAR BODY STRUCTURE:

2 Sheets-Sheet l Filed June 2l. 1952 MWWIVEMWHF NF @I .POE

Jan. 29, 1957 ,1. c. TRAVILLA 2,779,297

RAILWAY CAR BODY STRUCTURE Filed June 2l, 195?` 2 Sheets-Sheet 2 han' UnitedStates Patent RAILWAY CAR BODY STRUCTURE James C'. Travilla, University City; Mo., assignor` to General` Steel Castings Corporationg-.Granite City, llli, Ya Y corporation of Delaware Application June 21, 1952, Serial No. 294,836

3 Claims. (Cl. 10S-409) The invention relates to railway rolling stock and more particularly to car side structure adapted for use in railway gondola cars.

The main object of the invention is to form a gondola car side wall and framing which will possess maximum capacity, strength, and ruggedness for a given amount of material and will resist deterioration due to corrosion to a much greater extent than the usual rolled steel constructions which are subject to high maintenance costs during the life of the car. This object is accomplished by providing a side wall structure of one-piece solid cast metal construction extending the full length of the car and including a side sill, a top chord, corner posts, and a corrugated wall portion with vertical reinforcing ribs.

Another object is to minimize expense in forming the side structure and in assembling it with the remainder of the car framing. This object is accomplished by eliminating all machine iinishing work and the welding on of rolled plates, which is necessary with open construction, by eliminating all cores in the mold, by having fewer edges to trim, by having less cleaning costs and by having an arrangement which is easier to handle in the shop because it is more rugged.

These and other detailed objects are attained by the structure illustrated in the accompanying drawings, in which:

Figure 1 is a top View of one half of the framing ot a gondola car including the invention, the lower half of the ligure comprising a section taken on the line 1--1 of Figure 2.

Figure 2 is a side elevation of the structure shown in Figure 1.

Figure 3 is an end view and vertical transverse section taken on the line 3--3 of Figure l.

Figure 4 is a vertical transverse Vsection taken on the line 4-4 of Figure l.

Figure 5 is a horizontal section taken on the 5 5 of Figure 3.

Figure 6 is a horizontal section taken on 6--6 of Figure 3.

Figure 7 is a horizontal section taken on 7-7 of Figure 3.

Figure 8 is a horizontal section taken on the 8 8 of Figure 3.

Figure 9 is a horizontal section taken on 9-9 of Figure 3.

Figure 10 is a horizontal section taken on the 10-10 of Figure 3.

Figure l1 is a horizontal section taken on the line 11-11 of Figure 3.

Figure l2 is a detail horizontal section through a side wall embodying another form of the invention and is drawn to a larger scale than Figure 1.

The car illustrated includes an underframe of any type of construction desired and may include a composite center sill formedv of a pair of rolled structural steel Zs 1, bolsters 2, end sills 3, and .draft sills 4. Each line the line the line line the line line bolster and associated end sill'andfdr'af't sills-may form.

a one piece casting.

Each car side preferably consists of a.. one piececasting comprislng a single web extendingfrom the bottoml to the top of the casting and forming aside sill 5,'a..top, chord 6, and a wall vsection 7.

Each of the side sill and top chord portions Foft-the web comprises an angular section extendingina straight line from end to end ofthe car. side, ,although the side sill is of {ish-belly contour being deeper at th'e middle of the car side than at the end portions which extend over the trucks, as indicated by the wheels 8.

Wall section 7 consists of a series of panel-like portions 'la and 7b with successive dat areas lengthwise of the car olset from each other transversely of the car, there being upright connections 9 between successive portions extending transversely of the web and. reinforcing the wall section. A series of reinforcing ribs 10 extend transversely of the web adjacent the ends of the outer panel portions 7a, and each rib extends from the bottom of the side sill upwardly to merge with an adjacent upwardly and outwardly inclined panel portion 7a. A series of similar transverse reinforcing ribs 11 extend from the top of chord 6 to merge with an adjacent downwardly and outwardly inclined panel portion 7a.

The corner posts 12 are of deep channel section opening outwardly of the car. The ends of the top chord, side sill, and the end panels 7b merge with the inner legs of the corner post channel.

The ends of underframe holsters 2 and end sills 3 abut suitable elements on the car side casting and preferably are welded thereto.

Rolled structural steel cross bearers 13, preferably channel irons, extend between and are welded to center sills 1 and side sills 5 and support longitudinal iloor support members 14. The car oor 15 is formed of wood planks mounted on the underframe members.

In the structure illustrated in Figure 12, the side sill 20 and the top chord (not shown) will be substantially the same as those shown in Figures 1-4 but the remainder of the web comprises a substantially continuous sinuous formation 21 running from end to end of the car with the corrugations resulting from the formation decreasing in depth from the side sill to the top chord so that sections taken on the lines 13-13 and 14-14 of Figure l2 will be the same as the car side sections shown in Figures 3 and 4 respectively. Upright ribs 22 extend transversely of the car side and reinforce the web and these ribs decrease in depth from the side sill towards the top chord similarly to the connections 9 previously described.

The structure illustrated and described forms a rugged car side readily handled as a single unit and may be completed and welded or otherwise secured to underframe holsters and end sills without any machine iinishing and without welding operations other than at the connections to the bolsters and end sills. The casting is of simple structure and does not require any cores and therefore involves a minimum of cleaning. The one piece casting oiers a maximum of resistance to corrosion since there will be a minimum number of joints and crevices in which electrolytic action can take place. The casting eliminates the necessity of obtaining rolled steel sheets to complete the side wall.

All of these advantages and the attainment of the general objects set forth in the introductory portion of the specification may be present in structures embodying :chord with a horizontal flange, a side sill and a generally upright web between the top chord and the sill with its upper portion inclined to the general plane of the car side substantially throughout its length and merging with the top chord, said web having corrugations offset transversely of the web and elongated vertically with the upper ends merging with said inclined portion of the web and providing increased rigidity of the same transversely of the care side substantially throughout its length.

2. A railway car side metal casting according to claim l which includes transverse ribs elongated vertically and mergingwith the top chord and with the upright web below the offset upper portion thereof.

3. A railway car side metal casting according to claim 1 in which the upright web comprises a substantially continuous Asinuous formation from end to end.

References Cited in the tile of this patent UNITED STATES PATENTS 

